A Nice Day For An Instrument Currency Flight

Flying like shooting. It is a perishable skill. Instrument flying even more so.

Instrument currency can also be a pain to maintain as it is like herding cats to find a safety pilot sometimes, and you need a safety pilot for those practice approaches to count.

So I got up early this morning and headed to the airport to meet Scott who I had convinced to be my safety pilot.

It was a beautiful sunny day to fly, if a tad windy, with gusting winds at 10 knots from 100 degrees.

 After the preflight and adding some oil, we got ready to go.

I got flight following and let then tower know I would be doing practice approaches and they got me all setup.

A nice takeoff and tower had me initially turn on course for Flint and then changed their mind and had me go due north for traffic, and then handed me over to Detroit Approach, who almost immediately handed me over to Great Lakes Approach. 

This led to lots of good practice switching frequencies quickly with the new Garmin 650XI GPS unit.  We have just replaced the 23-year-old GPS 430Ws units that were in the planes with nice new 650XIs.

We went from this:

 to this:

 

 

Some serious improvements in 23 years, including a touchscreen, better integration with the autopilot, much easier entry of Arrival and Departure Procedures and T-Routes, and a much more intuitive process -- that does take some training and study to get used to and take advantage of to use it safely.

I had studied and used a simulator of 650XI, and had used it for a VFR flight, and this would be my first time using it for IFR approaches. 

So we headed to Flint and I put the foggles on, and we started doing approaches. Unfortunately Flint's main runway is closed so no ILS approaches were available, and it would be an RNAV day.

The first approach quite frankly sucked. 

The controller dumped us to join the approach right on top of the Final Approach Fix for the RNAV 36 at 3,500 feet and it was chop, drop, and try to get on glideslope and glidepath time.  The plan was to make it a missed approach even if it was good. This one truly was not and was blown from the start and was missed pretty much as soon as it began.

Went missed, climbed out, got a little bouncy at 2,500 feet in light chop from the wind shifting all around, and tried again and had a much better result.  The controller had us vectored in from a much more doable distance from the final approach fix rather than past it.

Then tried it with the 650 and Autopilot flying the vectors and then the approach to the final approach fix and that went well as I manually adjusted the altitude as we reached the waypoints.  Then hand flew it in the rest of the way. Then did it one more time.

After that it was back to Pontiac for two more approaches. 

The last approach I hand flew and was right on track on the glidepath and glideslope both, even with the crosswind. Landed it like butter and it was a great finish to some very focused practice, and I'm now instrument current again.

That's 1.9, 6 approaches, and 1 great landing. 

Sunday Flyday - Instrument Currency Work

Yesterday was our flying club's Wash 'n' Wax and General Membership Meeting.

The planes were washed and waxed to a shine and then we held our meeting and took care of business. 

So this morning, I got up early and got to the Airport at 7:00 am to get some club paperwork handled. I then met James at 7:30 at the airport and we did a preflight of the Archer and then headed off to Flint so I could get some approaches in that would count with him along as a safety pilot.

It was a beautiful morning to fly, with a light crosswind of 5-8 knots from 300 degrees. 

 I put the foggles on after takeoff and got setup with Detroit Approach and the Great Lakes Approach.  I had got the ATIS at Flint, checked in and requested the ILS 27 as the first approach with a  full procedure.

I got it and did the hold and then did a good approach.

Then I went missed and got vectored for the RNAV 27, and was first lined up on it and then vectored off it for spacing which was fine.  I got vectored back at the final approach fix so things got a little fast but it was a decent approach.

I then did it again for a fantastic approach nice and smooth and on the glidepath perfectly which was nice. 

We then headed back to Pontiac and I did the RNAV 27L and I got vectors from Detroit Approach, and passed by the airport to get to the fix.

 

I then rode the approach like it was on rails, and it ended with a smooth full stop landing.

We then pulled off and switched seats and James did two touch and goes and a full stop in 0.4 to keep his VFR passenger currency active.

 

He did some good patterns on 27R, even as he had become a little rusty, but all was well and he got better with each one.

That's 1.7 for me with 1.5 simulated instrument time, 4 approaches, a hold, and 1 great landing. I still need a couple more approaches done  in the next 30 days to stay current, and I'm gonna go get them.

Saturday Flyday- Cold And Crisp Approaches

This morning was cold but very clear out.  Winds at 110 degrees at 8-10 knots. So we would get to do Runway 9 approaches.

Went to the airport and met up with Shaun and did the preflight on the Archer.

I then got our VFR flight following setup and took off and headed to Flint.

 A gorgeous day to fly, and the cold air made the plane perform just beautifully - great climb performance, and we were getting 125 knots indicated lots of the time, which was pretty sweet.

 

I did the ILS 9 at Flint and it went well, did the start of it with the autopilot and switched to manual as the autopilot was slow to turn to intercept the localizer.  After that it was a good approach.

The we did the RNAV 9 which was great and I rode that sucker like it was on rails.

Then back to Pontiac and I did the ILS 9R, as we rarely get the 9 side and the opportunity for the ILS at Pontiac. That approach went perfectly and I brought it in to a smooth landing.

Then we taxi'd to Royal Air for fuel and brought the plane back to the hangar.

There was enough blown snow by the hangar that the plane got stuck in it, so I grabbed a shovel and cleared enough for the wheels to get a grip.

That worked.  We then got the plane in and I shoveled the rest of the snow out from in front of the Hangar so hopefully the sun will melt it off. It was a good time and fun flying with Shaun as the safety pilot. 

That's 1.6, 1 hold, 3 approaches, 1.0 simulated instrument time, and a 1 great landing. Instrument currency happily maintained.

Sunday Flyday

The weather was finally decent enough to get out and go fly.

Mr. B. flew in to Pontiac Airport and I got in his plane and we headed off to Flint to get some approaches in for him. We did three, The ILS 27 and RNAV 27 at Flint and then the RNAV 27L at Pontiac. He did a very nice jonb on all three approaches.

Then we parked his plane and put in a refueling order for it and then headed to get in the flying club's Archer so I could get some approaches in as well.

It took forever and a half to get a takeoff clearance. The controller, a newer one, was dealing with a lot of traffic on the north-side and didn't manage the spacing to get us out.

Verily, a damn Piper Cub lapped the field three times while we were waiting to depart. Nothing against Piper Cubs, but they're slow and there is space to get aircraft out when they're on base or even the beginning of final.

We had four planes stacked behind us and after 10 minutes I politely radioed the controller that we were still holding short, and other planes were stating they were holding in sequence.

We finally got a takeoff clearance.

 Clouds were a tad lower but still no factor, and it was calmer out than forecast

I headed to Flint and did the same approaches as Mr. B:  The ILS 27 and RNAV 27 at Flint and then back to do  the RNAV 27L at Pontiac.  Didn't have time to squeeze a couple more in. While doing the RNAV another aircraft requested priority as they had fumes in the cockpit - he didn't declare an emergency but the controller acted appropriately and got him in and down fast. All was well and they landed safely without incident. That pushed us out a bit more, but that was fine.

The approaches worked out quite well.  I did a very good ILS 27 and then absolutely nailed the RNAV 27 approach and the RNAV 27L at Pontiac ending with a very smooth landing.  We then got a right turn off, were told to cross 27R and was back on the north side and to the hangar in no time.

We then heade dout for a late lunch and then I got Mr. B. back to his plane and he headed home.

That's 1.6 for me, three approaches and one very nice landing and a great time hanging out with Mr. B for an afternoon.

Saturday Flyday - IFR Flying With Mr. B.

This morning I got up and headed to the airport.

I was going to fly the Archer, but I don't have my key back from when i dropped the plane off at the avionics shop.

Luckily, as the conditions were pretty marginal, the non-IFR rated club member had cancelled his flight in the Dakota, so I switched  to the Dakota, did the preflight and then drove to the south side of the airport to meet Mr. B.

I filed an IFR flight plan to fly to Troy and back to Pontiac for a round robin IFR hop as the clouds kept getting lower. We then drove back to the north side. I got the plane out, picked up my clearance, and after a run-up took off flying runway heading.

We then headed up into the clouds climbing to 3,000 and headed to Troy.

Kinda soupy, but pretty smooth.

Flew to Troy and did the full procedure RNAV 10 with a circle approach and it went pretty well.  Id did a missed approach and flew the published miss and got back in connection with Detroit Approach

Then back to Pontiac and did the RNAV 27L again in the soup.

Did a very nice approach and then went to do it again.

By the third approach the clouds had lifted a bit but not much.

 Flew the approach very well and did a very nice landing.

We then put the plane away after cleaning and refueling it, and headed back to the south side so Mr. B. could get some approaches in.

It was still quite soupy at 3,000 feet. 

 

We then flew up to Flint and Mr. B. Flew the approaches like they were on rails.

Great Lakes Approach handled the approaches a little weirdly.  Instead of putting us on an initial approach fix, they kept vectoring us to the final approach fix.

Mr. B. broke us out perfectly lined up on Runway 27.

Mr. B. did a missed and did it again.

Then we headed back to Pontiac and Detroit Approach put us on the initial approach fix on the RNAV 27L and Mr. B. did another great approach breaking out nicely.

 And he brought it in for a great landing in a touch of a crosswind.

 After getting our approaches in, we headed to lunch at a Mexican restaurant Mexico Lindo near the airport that turned out to be really good.

It was a great morning and we're both on track with our approaches and have maintained our currency on our instrument ratings.

A great time flying with Mr. B.

That's 1.3 and three approaches and a hold for me, and a darn good landing.

Flying IFR - Lesson 59 - A Pre-Checkride With Possibilities

So I pre-flighted N8570F and got ready for today's lesson.  Wind was out of the West gusting at 290-320 around 13-20 knots.

The problem with deciding what we were going to do today is the winds for Friday are forecast to be out of the East.

This means the examiner will not do the route he had originally selected on the day of my oral and discontinued checkride.

The problem is also this:  The VOR at Flint is down for maintenance and will be down until August 12.

The examiner has also not done an instrument checkride with winds out of the East since the VOR dropped on June 21. The upside is this takes out of play the Lapeer VOR-A approach which sucks rocks so that's a good thing.

So it is a bit of an open question as to what he might do for this ride, as he used to use the VOR 18 or 36 with a circle  to land at Flint, do an ILS at Flint and then back to Pontiac for a Partial Panel RNAV or ILS/Localizer approach.

So we tried to prepare for the unexpected by doing the unexpected with the wind out of the west rather than east.

Since the clouds were low around Flint we filed IFR.

Planned a route to 9G2 (Lapeer) to do the RNAV 27 circle to 9 (again there is no actual circle there but the examiner simulates one), then to Flint for the RNAV 18 Circle to 27 and then back to Pontiac for then RNAV 27L and the Localizer Backcourse 27L.

Lapeer comes up pretty quickly after takeoff and we got passed quickly by Detroit Approach to great lakes Approach, but by then we were practically at the initial approach fix.  We got clearance to do the approach and then remain in Flint's Class C and head on 300 degrees to do the Flint approach.

Oh, and we went into IMC conditions as we headed to Lapeer. 

This time I stayed solidly on the instruments, decided the world outside did not exist (in a cloud it really doesn't anyways) and did a good job of controlling the plane.

Did the approach at Lapeer, did a really good circle to 9, and as we had a heckuva tailwind only went lowish on final but had the runway made if I wanted it, and then went missed.

Then went and did the Flint RNAV 18 to 27, into IMC again, then popped out and did another really good circle and went missed.

Then back to Pontiac with an nice tailwind and a bit of bouncing around, with winds swaying from 280-300 and back and forth, and went for the RNAV 27L which went really well, and the Localizer Backcourse which also went really well and did a nice landing to finish it off.

Overall, I'd say it was a very positive flight and I feel ready.

Let's hope for good weather flying conditions, and preferably calm winds from the west on Friday, but I'm confident I can handle whatever he might try to throw at me if winds are from the east as well.

That's 1.8, with .5 actual, 1.0 simulated, 4 approaches, and a very nice landing.

Flying IFR - Lesson 51 - Approaching Acceptable Approaches

Overall I'd say the practice on my own has paid off.

Approaches today were considered to be very good by Rocky, now I just need to fix altitude and heading while cruising as I was constantly up and down and couldn't get the trim on N5337F to trim the plane out level, nor would the bugger stay straight as it had a pronounced right turning tendency for me.  

As to staying level, it would not do it, either slightly up and or slightly down was the best I could manage, and often got both at the same time, which really shouldn't occur.

Since winds were out of 9 we went to Flint and I did the ILS 9 and the VOR 36 circle to 9 which was a fun change from the typical VOR 18 circle 9.

Did not bust minimums on any of them, did a good circle kept it in tight and would have had the landing made no problem so good there.

The back to Pontiac and did the Localizer 9 partial panel and did it just fine, had the minimums and held them and all was good.

Then back around for the RNAV 9R with one heckuva vectoring detour due to traffic and then rode the RNAV down like rails and then landed long as instructed by Tower, went all the was to the end, crossed 27R and parked the plane.

Overall, much improvement.

Unfortunately the examiner is apparently getting tricky and now adding the possibility of an RNAV at 9G2 followed by a circle to the other end of the runway.

Problem 1 - there are no circling minimums at 9G2, its an RNAV at either end so this is technically questionable but since you're doing the test under VFR conditions apparently you can do it.  That add some extra complexity to the test and now we need to have another lesson to practice that approach, yay, not.

So another lesson has to be flown, and if it goes well, then it will be time for the pre-checkride checkride.

 That's 1.7, with 1.3 simulated instrument, 4 approaches and a decent landing.

Flying VFR Approach Practice On A Beautiful Day

Headed to the airport today to do some solo approach practice.  No safety pilot so no foggles and no actually logging the approaches or instrument time, but I was going to go out and practice the approaches anyways solo.  Aiming for perfection the whole time.

It was beautiful out. 

Good preflight, got flight following to Flint and got some practice in. Really working on locking in the altitude and headings.

As usual radio work and procedures were good and I believe I did everything properly.  Controllers were at the top of their games calling out traffic and there was quite a bit about.  They had me climb to 3,500 and another plane descend to 2,500 as we were apparently going to be head on as I was doing an approach.  I do appreciate the controller's noise abatement efforts.

I did a really excellent ILS 9 approach, with an excellent procedure turn, my best one there in weeks, really got right lined up and a great approach following the instruments and I'd say darn near perfect.  I do think I'd pass that one.

VOR 18 to 9 I still have issues with (not to mention the controller's vectors were off a tad but he then corrected which made it fun) not busting the minimums at circling but touching it and then trying not to ascend over 100 feet. Damn close, but still needs work, but I would have had the landing.

Then back to Pontiac for the RNAV 9R.  Detroit Approach had me keep my speed up so I couldn't do the standard final approach fix landing configuration setup as I was too fast for flap extension.  Then it was going well and then of course, Pontiac Tower wanted me to sidestep to 9L which I did for a nice landing.  Was a little high from the FAF forward, and I tend to be consistent doing that, so I need to fix that.  Still needs work for doing a sdtep-down non-LPV guidance approach there which is likely what the examiner will pull on the test by making it partial panel if the wind is going on the 9 side.

Nice landing, off the runway right by the hangar row, so told to taxi and just monitor ground and I did so and parked, put the plane away, washed off the bugs, and was done.

I think I will cancel next week's lessons and do this again.  

No point paying for an instructor and flight sdchool rates until I'm actually ready for the pre-pre check-ride-ride, then the pre-check-ride-ride and finally the actual check-ride. 

No, this will never end so might as well fly back and enjoy it.

That's 1.4, 1.4 solo time, no simulated instrument time, 3 non-logged approaches, and 1 good landing. 

Flying IFR - Now With A Safety Pilot!

Did things differently today, and had fun doing it.

No going to DCT, just to my flying club's hangar.  Luckily the hangar door opened this time and I got a preflight in.

Scott, another club memebr and IFR certified pilot (got his last October) came along this morning as a safety pilot.

I did the run up, and got flight following to Flint as again winds were gutisng out of the east at about 140, and did a set of practice approaches.

Took off and headed for Flint and did the ILS 9, then the VOR 18 circle to 9, and then back to Pontiac for the RNAV 9R with a circle to 9L, as 9R is closed as the FAA is out approving the repairs and improvements that were made last year.  To say the field was busy is an understatement. 

Below 2,500 feet it was all sorts of choppy with wind gusts pushing us around rather impressively. At 3,000 or above, smooth as silk, so of course Flint's controllers put us at no higher than 2,500. 

On the upside N8428S is a joy to fly.  She trimmed out perfectly for me, unlike all the DCT aircraft and just flew wonderfully.

Kinda a 3.6 Roentgen flight - not great not terrible.   Altitude control is still not where I want it and just outside the acceptable range, and I did a bit of hinting for the heading at times due to the wind gusts. Did a damn nice sidestep and landing on 9L though with some wind gusts trying to kick my tail while doing so, but I had it made.

Did the approaches overall ok, but not up to standards,  and just not as good as I want them. Again, I did dip a tiny bit below on the circle yet again for a tiny moment but corrected but that would fail it out, so not acceptable. It's damn hard to get right to 1,300 and not a drop below, and yet not overshoot 1,400 while trying.

Basically I ran the show, and he just got to sit there and enjoy the ride and look for traffic outside.

Overall Scott was impressed with how well I know the procedures and radio communication.  Heck, he didn't even scream or flinch even once. He thinks I'd pass with those skills for sure, but as always it's my flight control is what needs to be improved just a tiny bit.

Why haven't I done this before?  This is basically a control issue so i just need to fly the hell outta this and as Scott says, at this point there's damn little an instructor can teach me as to the procedures etc.

He did say I should be more aggressive with the throttle. So from now on, I shall.

So from here on out I will be grabbing a safety pilot whenever possible and doing the approaches under foggles, or just fly by myself sans foggles if no safety pilot is available.  No point paying flying school rates for an aircraft and instructor until I'm absolutely ready for sign off.

That's 1.5, 1.0 simulated, 3 approaches, a hold and 1 great landing and a first time flying with a safety pilot.

Flying IFR - Lesson 52 - Finally It Actually Went Well

 Today winds were out of 110, so Runway 9R and 9L would be used at Pontiac.

Rocky stated we would do the VOR 18 circle to 9 at Flint and then back to Pontiac for the ILS 9 and the RNAV 9 as that's what the examiner tends to do when the wind is blowing in that direction.

Got stuck with N1869H again as that's all that was available.

Seat of course slipped, and the turn coordinator's a tad funky, and yoke not rigged straight, but if I can fly that I can fly anything.

Took off and headed to Flint. 

Kept everything really well under control, good scan, good altitude and heading control and doing all the things I'm supposed to do. The air was mostly calm, but then very choppy in spots with no rhyme or reason.

Flint was insanely busy.

Got sent to the VOR and to expect the approach, but didn't get cleared for the approach.  Got to the VOR and was still not cleared in.

Learned something new:  If you're told to expect the approach, then once you hit the VOR you should fly out on the VOR outbound radial (basically 180 degrees from the inbound course)  until they call you in.  Did not know that but I do know it now.

Then I did a very nice VOR approach, solid, on the altitudes, excellent chop and drop descent profile, not allowing it to exceed 100 feet and not dipping below, then did the circle and that went well.

Went missed and back to Pontiac and did the ILS and it went great, did it all quite well. 

Then out for the RNAV 9 and it all started well, was going great, Detorit Approach asked us for best forward speed, and we were about to do partial panel. . . and then Tower had us break it off due to traffic and do an early sidestep to 9L. So, no partial panel practice but everything was quite nice and a great landing.

Considering I was going to hang it up if this lesson went bad, that it went very well is good, I suppose. Apparently, if I do another this well Rocky will schedule me for a mock checkride then we can schedule the actual checkride.

That's 1.7, 1.1 simulated instrument time, 3 approaches, 1 hold, and 1 really nice landing.

Flying IFR - Lesson 49 - Real IMC

Got stuck with N1689H yet again.  Seat was f-ed up as usual low and liked to release backwards, mis-rigged with a neat left-turning tendency, et al.

On the upside if I can fly this miserable bat rastard of a plane I suppose I can do anything.

Filed an IFR Flight plan PTK-FNY-VLL-PTK. 

Overcast at 1,700 with some light precip so real IMC it would be.

Climbed to 3,000 on takeoff and into the soup we went. Then got told by Detroit Approach to climb to 4,000 and within a few minutes by Great Lakes Approach to go back to 3,000.  Very quickly we were in the clouds and stayed there.

Found in-flight in IMC the turn coordinator was not coordinating properly, so had to ignore it and use the attitude indicator instead for rate of turn indications.  Fun.

I was rather calm in IMC today which was good.  

Worked hard on keeping the instrument scan up and the plane under control and overall I did pretty well and better than the last few hops. Much better control and scan and thus more relaxed being in complete soup.

Did the VOR 36 Circle to 27 at Flint.  Was a bit too tight on the circle but overall ok and have to make sure to catch the minimums and then not climb above it.  Good approach overall, though but I need to descend a bit faster which was a bit of a challenge.

Then on to Troy (VLL) for the RNAV circle 9 to 28. 

I tried the "don't descend from circling minimums until final" and it did not work.

Trying to not descend until within 30 degrees of the runway and I was 700 feet up and needed to drop 1000 fpm plus to bring it in. Not exactly a normal maneuver. Instructor was like "What are you doing?" and I said Tom on prior flight said no descent from circle minimums until within 30 degrees of the runway.  Rocky said that's not correct.

In short doing that, you're gonna eat up most of the runway at best and have to go missed at worst.

So, as to the circling minimums, latest consensus is you can and probably do need to come down once you can make a descent to landing using normal maneuvers, have the appropriate flight vis and able to ID the runway environment.  So after the flight Rocky asked 5 other isntructors who were at the room and per the instructors the latest consensus is no you don't wait to 30 degrees from the runways and yes you can go below circle minimums on the end of the downwind and base and pretty much have to do so to make a normal descent and it meets the regs.  Go figure. Would be nice if there was a clear answer.

On to Pontiac for the Backcourse 27L.  Did it very well but having both the front course showing on the HSI, and the reverse sensing on the VOR receiver got kinda confusing.  Approach was right on for all that, with a nice landing though.

That's 1.7 with 1.0 IMC; 2 holds; 3 approaches; and 1 nice landing.

Upside is today I feel I can actually do this. I had a really good scan going and kept the altitude mostly in check, decent on headings overall downside is it still needs to be tightened up.

Flying IFR - Lesson 30 - An Interesting Diversion

Today the weather was a little iffy. Kevin and I met prior to the pre-flight and went over it.

Low clouds, rain, so yep, good IFR flying weather.

So we decided to give it a go and filed an IFR flight plan to Flint and back to Pontiac.

Got N5337F preflighted, started it up, and found out the turn coordinator was inop, so not legal to fly in IFR.

Switched to N1869H and we were off.

Right into the soup with clouds and rain.

Broke out at 3,000 feet between two layers.

 

Very pretty while it lasted, which wasn't long.

We then hit more clouds on the way to Flint.

First I did the ILS 9 Approach at Flint and did it pretty well.  Still stumbled a bit with the hold entry but I'm starting to figure it out. 

Flew the ILS 9 Approach just great.  Then broke out of the clouds at minimums and then went missed and back up into the soup.

The I did the VOR 18 circle to 9 and it also went really well and I had a great circle to land approach.

Then back to Pontiac, and this is where the tale begins.

Through solid IFR headed back to do the RNAV 9 approach at Pontian. I had started the approach when Detroit Approach announced Pontiac had just issued a special weather report with a thunderstorm and heavy precip right over the field.

No Bueno.

So we diverted back to Flint  (it was listed in our flight plan already as our alternate) and I did a beautiful ILS 9 approach and landing, perfectly centered and lined up the whole way,  breaking out right around minimums to see the runway right where it was supposed to be and an easy landing.

My first real IFR diversion.

We then went to the Avflight FBO at Flint, got fuel, had some coffee, and waited out the weather for awhile.  Great FBO with very good complimentary coffee. Downside is I kinda missed lunch and had to reschedule some afternoon stuff.

Once the thunderstorms passed through, it was still IFR and rain but safe to travel so we headed back to Pontiac.

Came back to Pontiac through some decent precipitation, with a bit of lightning off in the distance.  A superb RNAV 9 approach like it was on rails and a great smooth landing and done.  Rolled to the end of the runway and headed back to finish the lesson.

It was a much longer lesson than I had anticipated.

That's 2.3 with 4 approaches, 2 holds,1.5 actual IFR and .5 simulated instrument and a nice landing for the flight out.

That's .6 with 1 approach, .2 actual IFR. .2 Simulated and a really nice landing for the flight back.

Total for the day:  2.9, 5 approaches, 2 holds, 1.7 actual, .7 simulated, and two nice landings.

Flying IFR - Lesson 27 - IFR Approaches Holds Partial Panel And Bumps

So I had Sara as my instructor today.

Sort of a mock Stage III checkride but I'm not Stage III yet.

So we had N6288J.

The sky while finally VFR after the last few days of constant rain, decided to be decidedly not smooth for my flight.

Lots of bounciness around, including an un-commanded 60 degree bank to the left which was a bit sporty.  Also we hit a bump in the air so hard we both left our seats but managed not to bash our heads on the roof - yay seat belts!

First we went to Flint where I did the ILS 27 approach with full procedure and it went ok, then did the published miss and hold and boy did I bugger that up.  Got way behind and it did not go well.  Need to work on my hold entries - I get the theory just fine, its figuring out how to do it in practice that is causing me issues.  Need more hold work.

Then on to the VOR 18 Circle to 27.  Went rather well, but started off with some confusion as first they vectored us a bit, then they had us start, then Great Lakes Approach decided to vector us some more, then said direct to the first waypoint so the start was a bit of a mess.  Once I got that sorted out it worked well, and learned a bit on circle to land procedure as well to improve that - in short, you can descend below the circle to land minimums when you're on base for the landing runway and shouldn't do so before.   Went missed but I would have had the runway made.

Then back to Pontiac for the Localizer  Back Course 27.  Sara was very helpful by turning off the Attitude and Heading indicators so I go to use the compass and the other instruments to get back, get vectored to the approach and do the approach.

The compass sucks for flying headings by the way, especially when the world is bouncing around.  It tends to bounce around with it and its hard to know if you're on course or not.

Also lots of fun holding your altitude, pitch, and bank with no Attitude Indicator.

But I did it well enough anyways, and remembered and announced the backup VOR would be reverse sensing the back course (you have to fly opposite the needle to get on course rather than flying to the needle) and flew it in nicely to final if a bit high and to a nice smooth landing.

A few other minor things to polish up on, but overall a good if bumpy as heck flight.

That's 1.7, 1.4 simulated IFR, 3 approaches and 2 holds and a whole lot of bumps.

Flying IFR - Lesson 22 - You Guessed It, More And Different Approaches

A small change of pace this lesson.

I got to the airport and did the preflight for N1689H.  

I then met up with Kevin and he told me we would be doing the RNAV 9 at Troy, the VOR 18 circle to 9 at Flint and then back to the RNAV 9R circle to 9L at Pontiac.

Since the wind was coming out of the 90-100 heading we got to do some approaches we normally don't do.

I then filed an IFR flight plan to include these destinations all by myself.  Yay me.

Just as well that I did, as while it was pretty clear out, we would be going into the clouds a little bit on this hop.  IFR also gets you a little better handling form Detroit Approach compared to VFR flight following with approaches.

So I got my taxi and clearance and then joined the conga line for 9R and reminded Tower I was IFR as requested by Ground.

Took off from 9L and flew runway heading until switched to Detroit Approach and setup for the full procedure for the RNAV 9 at Troy, which meant a nice procedure turn.  Troy is also very close to Pontiac so everything happens very quickly.  Troy traffic pattern was busy, so I flew the approach to minimums and then went missed following the published miss. 

Then we went to Flint and on the way we got to fly in some clouds at our altitude, which was fun.  I did the VOR 18 circle to 9, with a full procedure and hold, which felt really different from the VOR 18 circle to 27.  Overall I need to be quicker to chop and drop on the VOR approaches.

Then went missed over Runway 9 and did the published miss and hold.

Then once around the hold and into the clouds for a bit and over to Pontiac for the RNAV 9R.  Traffic was heavy so we got rerouted a bit, complete with changes in altitude, and then got vectored and then cleared for the approach and I did a good approach to Runway 9R with a circle to a nice landing on Runway 9L to finish the flight.

That's 2.0 with 3 approaches, 3 holds, .4 in actual and 1.4 simulated, and 1 nice landing.

Flying IFR - Lesson 20 - More Approaches

More approaches was the name of the game today.

Took off with Nicholas as my instructor for today.  Nice guy.  We needed to top off the front strut first as it was too low, so i got to see how that is done, which is kinda neat.

Then off to Flint for more approaches.  Clouds were kinda low but we kept it VFR below 3,000 feet.  Generally calm but a bit of turbulence in spots to make things interesting.

First approach was a full procedure ILS 27 approach and then go missed.

Next was the VOR 36, circle to 27 and I landed as the circle to land is apparently being heavily scrutinized by the examiners on the check-rides these days.  Good setup and landing even as it felt like one heckuva tight turn from base to final to the runway.

Then waiting a bit and after that a back taxi on 27 and then off and taxi to the runway threshold and wait to get cleared to take off again.  Fun with construction at Flint.

Then up and the RNAV 27 which I did very well and a missed and to pontiac and a RNAV 27L circle to 27R and land.

I think I'm getting better with holding headings and altitudes, certainly more aware of deviations and moving faster to fix them.  Other elements are rather good so I think I may just be making some progress.  Next, I need to work on DA/MDA and exactly where the missed approach point is on each approach as when its simulated it gets a tad weird.   I'll get a handle on it.

I'd say that was a positive lesson with some progress and more comfort with the techniques, scan,  and control.

That's 2.1, with 1.9 simulated instrument, 2 landings, 4 approaches and 2 holds.

Flying IFR - Lesson 19 - IMC Approaches

Today the weather was pretty much Marginal VFR at best, which meant lots of real IFR time in the clouds for me.

I was paired up with Reece and I filed an IFR flight plan to Flint and back to Pontiac, with Flint as the alternative.

Then after the preflight I got everything pre-loaded for the VOR 18 circle to 27 approach at Flint and off we went.

We hit IMC at around 2,800 feet and stayed in IMC the whole way with occasional rain hitting the plane for more fun, as well as some neat updrafts.  Then we got in line for the VOR 18 approach as it was rather busy.  Great Lakes Approach had us vectored out and then later called us back in on the procedure turn.

A little bumpy and rainy and I was over-controlling as usual - blech,  Got it straightened out and then after the procedure turn did the approach to minimums and then circled and landed on 27.  I need to keep the circle a little tighter but it was ok and a good landing.

Then we waited to take off again for a bit so I pre-loaded the ILS 27 approach in and got as much done as possible before we took off, including briefing the approach.  We got a clearance to take off and fly runway heading.  Then got another vector and were basically flying in solid IMC.

Then Great Lakes Approach completely forgot about us and we pretty much ended up over Lapeer and then they vectored us back, including one weird turn command that they countermanded once Reece asked them about it as it was a 270 degree turn in the wrong direction that they then fixed to 90 degrees in the proper direction,  and then they vectored us in for the ILS as they couldn't give us the whole procedure.

I then flew that quite well down to minimums and did a missed and headed back to Pontiac again in IMC. Then we did the RNAV 27L circle to 27R and I landed and that was that.

In short Reece said I do all the advanced things very well - my radio work and dealing with clearances is great; I pre-load approaches and activitate them; identify VORs and localizers and all the complicated stuff and I'm ahead in doing all that.  I'm also better now at zipping on down to the proper altitudes for the VOR approach, which is good.

However I need to work on the basics - intercepting a course, level flight and turns to a heading, and getting to the right heading to get the ground track as the heading on the heading indicator really isn't the ground track, especially when it's windy out. So I need to work more on the basics.  I still have a real right turning  tendency, especially when hitting IMC.

That's 2.2 with 1.2 actual, .8 simulated, and 3 approaches and 2 landings.

Flying IFR - Lesson 15 - There, That's Better

So for Lesson 15, I  dusted myself off from the fracas of Lesson 14 and then arrived early at DCT and pre-flighted the plane.

I then met with Kevin and went over all the approaches and the issues I had with them in the dumpster fire that was Lesson 14.

In short, I need a faster instrument scan and there were a few things about the approaches themselves I wasn't quite getting and part of it was that when they were simulated IFR you have to hit minimums for it to count, which was causing me to second guess things a lot, and a few other issues.

Then we headed off to fly them all again.

I had very nice radio work if I do say so myself, and it has improved quite a bit since starting IFR training.  Much better at conveying what I want and in keeping up with some very busy controllers and getting clearances down pat.  I'm also better at taking notes during approaches when they add information such as a modified missed procedure, which Flint does a lot.  I now write it right on the plate in Foreflight and that works rather well.

We did the VOR 18 approach first, and yes, I pooched that one yet again. Basically, I was behind the airplane and didn't get low enough to circling minimums fast enough, but the rest of it was ok.  It was an ok landing on the circle to 27, and an ok initial procedure turn, but not a particularly great end to the approach at all. Good lesson learned.

After landing I taxi'd back to 27 and then did the ILS 27 approach which went a lot better than last week even as we were getting a little rushed through it, and ended it with a missed approach.  I did forget to audibly identify the localizer in all the rush but had confirmed the right frequency was in - will not miss that next time.

Then the RNAV 27 approach which went very nicely and again went missed and back to Pontiac.

The RNAV 27L circle to 27R at Pontiac went pretty much perfectly, got a much better idea of using the GPS glide-slope for it and basically was dead on both vertical and lateral guidance and nailed it.

So, that was much better and I have a better understanding of what I'm doing now, which is good.

I need to speed up my instrument scan and be more choppy-and-droppy on the non-precision approaches (ie chop the throttle and drop like a rock to get down in altitude for circling quickly).

So today's flight was a good improvement overall, I think.  At least I sucked less than last time.

That's 2.1, 2 landings, 4 approaches, 2 holds, and 1.7 simulated instrument time.

Flying IFR - Lesson 10 - Approaches, Now With A Circle To Landing Feeling

I met up with Kevin at N5337F this morning.  It was going to be a hot one, but only scattered clouds were forecast at 4-5,000 feet which was nice after all the low overcast and storms the past few days.

We would be flying first to lapeer to do the VOR A approach with a full circle to land, followed by the ILS 27 at FLint and then the Localizer backcourse at Pontiac and finally ending with the RNAV 27 at Pontiac.

So I got the procedure loaded in, and pulled up and checked the plate for D95's VOR A approach.

Took off and was passed to Detroit approach and then Great Lakes Approach and setup for the VOR A to Lapeer.

Flew it and it wasn't bad at all.  The circle to land was interesting as you're at a lower than typical traffic pattern height throughout the process which does look and feel different.  I did a nice landing on Runway 18. For whatever reason, I always do good landing at Lapeer.

Then up again and right on to Flint's 27 ILS approach which came up real fast.  I was getting behind fast too.  But I got it going and did stayed on the glidepath but was having some difficulty staying on the localizer due to some wind but got it figured out.  Not the best I've ever done, but not bad, ending in a solid missed approach and a climb to 2,500 with a right turn.

Then to the localizer back course, which as the name suggests is the opposite of the front course.  Clever these naming conventions.  We did the full approach including the procedure turn.  Was behind the curve on that one too, especially figuring out the procedure turn, but did it ok with a very nice approach at the end.

The RNAV 27L was sublime perfection by comparison.  I got vectored out to LEHRA and was then on top of things and ahead of the aircraft and the approach for the entire approach.  With LPV guidance I rode that approach from the final approach fix to landing like it was on rails, perfect vertical and horizontal alignment the whole way with a perfect landing.  Kevin was very pleased with how I did on that one, and I was rather happy myself as that one just clicked and flowed perfectly.  A very positive ending to a lesson.

Had a good debrief and he stated we would now do a circle to land on every lesson with approaches to get used to doing those. We went over the approach plates he noted I did great on the RNAV 27L, and that was the lesson.

That's 2.1, 1.5 simulated instrument,  4 approaches, and two very nice landings.

Flying IFR - Lesson 9 - Some New Approaches

So today was fly some more approaches day.  Instead of Kevin, I had Adam as my instructor, but Kevin had left him detailed instructions on what we were to do.

The plan was to go to Flint and do the VOR 36, circle to 27, then the ILS 27, then the 27L Localizer Back Course, and if time a 27L RNAV approach.

I preflighted N1689H and impressively, the seat location I selected didn't slip even once the whole flight - and there was much rejoicing.

I noted the left tire looked a little low, and the instructor, Adam this time, looked at it and said it was in the acceptable range and besides, we would just be doing one landing this lesson.

Jinxed it right there, he did.

Construction is occurring at KPTK, 27R is closed, everyone is getting routed to 27L and it is a bit of a mess.  For now, we do run-ups on the ramp prior to taxi and then taxi to 27L and wait to depart.

We setup flight following and prepared for the first planed approach, the VOR 36 at Flint.

So off we go and head to Flint, and as I put the foggles on we almost immediately getting handed off to Detroit Approach and then we start getting vectors to the VOR 36.

So far so good.  The sky is all sorts of busy and as we get passed of to Great Lakes Approach its apparent that it is a more than full day at Flint and within the GLA area.  Hard to get a word in edgewise.

So we get vectored for the VOR 36, I get the localizer and start doing the approach.

Over to Tower, who is handling all sorts of activity on 36 and 27 and they check us in on the localizer and when we state we planned to go missed they then state the clearance is a full stop on 36, holding shot or 27, and not to go missed.

Ok, my first time landing at Flint it will be then.  Overall a nice airport with a nice smooth runway and it is indeed pretty busy. 

So we land and all is well, then we get to taxi to Runway 27 and wait a good long time to go along with everyone else.  Get to watch a Southwest jet takeoff from 27 while we wait.

We then get to takeoff following a couple other aircraft and they have a new procedure at Flint of climb out to 2,500 feet and then turn, which we do.

Then we setup for the 27 ILS approach at Flint, and I do that approach and this time it is actually a missed approach as planned and we head back to Pontiac.

We request the 27L localizer back course for Pontiac and get it, and  I bring us in to land and do that to a nice landing.  

On the upside, I'm getting much more familiar with approaches and the procedures needed.   I'm also getting pretty darn good at holding my heading and altitude.

On the downside, we left in a bit of a rush due to the mobbing at the ramp and I would have preferred getting a lot more pre-loaded than we did.  Since the ramp and everything  else was kinda jammed at Pontiac for the first day of construction,  for flow we needed to go, so I just dealt with it and got it completed in the air.

That was 1.8 with 1.6 simulated instrument and 2 landings.

Flying IFR - Lesson 8- More Approaches

Today the weather was nice and with the cloud layer at 4000 and lifting it was rather the opposite of yesterday.

So I went to DCT and began preflighting N5337F.

Turns out Kevin was not going to be my instructor today as they had assigned him for a King Air charter flight.  So, I had Robert as an instructor for the first time today.  Nice enough guy, and I explained what I had done in the last lesson and he then got things in motion for today's lesson.

He then filed an instrument flight plan and showed me how to do so in Foreflight.   Good to see how to do it.  We would do Pontiac to Flint, shoot a couple approaches at Flint, and then back to shoot an approach at Pontiac

Not the  approaches I had written up and studied for that Kevin had told me to study, of course, that would be too easy.  Instead, we did some I had not done before.

So I looked over the plates and started prepping for the VOR Runway 36 at Flint, followed by the Flint 27R ILS, and then finishing with the Pontiac 27R RNAV approach. Fun.  I got as much pre-loaded and ready as possible to ease the workload in the air.

So off we went and got assigned our clearance and we were off.  After takeoff I put the foggles on and they stayed on until practically the end of the lesson. After takeoff we flew runway heading and contacted Detroit approach, were given a vector to fly and to climb and remain at 3,000 and to contact Great Lakes Approach.

Busy day today, with everyone catching up from yesterday's weather cancels.  Flint Tower and Great Lakes Approach were getting a serious workout in as a result.  Pontiac also went to dual towers due to the volume.

So, we got vectored to the VOR 36 approach and I did it rather well if I say so myself.  Then we did a missed at the threshold, and I was immediately told to climb to 3,000 and turn right due to traffic taking off from 36. Next, we got vectored quite a bit due to traffic before getting the ILS 27 approach.  I then got that set and did it and then we had to do a quick missed right at the threshold for traffic.

Then back to Pontiac for the RNAV 27L.  We were vectored around for a bit before heading to the initial fix, and then given the option of holding for awhile to get the initial fix, or getting vectored right in to the final approach fix, and Robert had us get vectored in as time was ticking.  So I loaded up and activated the RNAV 27L approach, had the plate out on my iPad and did a very nice LPV approach and landed, and thus ended the lesson.  

I'm certainly enjoying the process.  Robert said I was doing good for someone starting out and was very good with my altitudes and headings.  Definitely a work in process and I need to work on the Garmin 430 settings a bit more for setting up the plan, procedures and approaches but I'm getting better at it and am understanding stuff a lot more. 

Still lots of task saturation but I'm getting an idea of the flow and what to look at and do next for each step and a better understanding of the process.

A very good lesson and excellent approach practice.

That's 1.6, with 1.4 Simulated Instrument, and 1 great landing.